What the Dog Saw [113]
About 2138 the target began a right turn in a southerly direction. About 30 seconds later, the target stopped its descent at 2200 feet and began a climb that lasted another 30 seconds. During this period of time, the target stopped the turn, and the airspeed decreased to about 153 KIAS. About 2139, the target leveled off at 2500 feet and flew in a southeasterly direction. About 50 seconds later, the target entered a left turn and climbed to 2600 feet. As the target continued in the left turn, it began a descent that reached a rate of about 900 fpm.
But was he choking or panicking? Here the distinction between those two states is critical. Had he choked, he would have reverted to the mode of explicit learning. His movements in the cockpit would have become markedly slower and less fluid. He would have gone back to the mechanical, self-conscious application of the lessons he had first received as a pilot — and that might have been a good thing. Kennedy needed to think, to concentrate on his instruments, to break away from the instinctive flying that served him when he had a visible horizon.
But instead, from all appearances, he panicked. At the moment when he needed to remember the lessons he had been taught about instrument flying, his mind — like Morphew’s when she was underwater — must have gone blank. Instead of reviewing the instruments, he seems to have been focused on one question: Where are the lights of Martha’s Vineyard? His gyroscope and his other instruments may well have become as invisible as the peripheral lights in the underwater-panic experiments. He had fallen back on his instincts — on the way the plane felt — and in the dark, of course, instinct can tell you nothing. The NTSB report says that the last time the Piper’s wings were level was seven seconds past 9:40, and the plane hit the water at about 9:41, so the critical period here was less than sixty seconds. At twenty-five seconds past the minute, the plane was tilted at an angle greater than forty-five degrees. Inside the cockpit it would have felt normal. At some point, Kennedy must have heard the rising wind outside, or the roar of the engine as it picked up speed. Again, relying on instinct, he might have pulled back on the stick, trying to raise the nose of the plane. But pulling back on the stick without first leveling the wings only makes the spiral tighter and the problem worse. It’s also possible that Kennedy did nothing at all, and that he was frozen at the controls, still frantically searching for the lights of the Vineyard, when his plane hit the water. Sometimes pilots don’t even try to make it out of a spiral dive. Langewiesche calls that “one G all the way down.”
4.
What happened to Kennedy that night illustrates a second major difference between panicking and choking. Panicking is conventional failure, of the sort we tacitly understand. Kennedy panicked because he didn’t know enough about instrument flying. If he’d had another year in the air, he might not have panicked, and that fits with what we believe — that performance ought to improve with experience, and that pressure is an obstacle that the diligent can overcome. But choking makes little intuitive sense. Novotna’s problem wasn’t lack of diligence; she was as